Automatic train-stopping apparatus.



W. F. PURCELL.

AUTOMATIC TRAIN STOPPING APPARATUS.

APPLICATION FILED FEB.15, 1913.

1 1 09,463. Patented Sept. 1, 1914.

2 SHEETS-SHEET L 7H5 NORRIS FEThRS co. PHOw-LITHQ. WASHINGTON. v, 1:.

W. F. PURGELL.

AUTOMATIC TRAIN STOPPING APPARATUS.

APPLICATION FILED FEB.15.1913.

Patented Sept. 1, 1914.

2 SHEETSSHBET 2.

anvulio z FPzLrceZZ.

a/ailmu soeo yaw/W the nipple 4, the rod 8 being operated to throw the handle intothis position.

The signal controlled portion of the apparatus embodies an arm 12 pivoted be tween its ends upon a pin 13 carried by a' collar 14; surrounding the standard G and suitably secured thereto at a point below the semphore arm 1. This rod 12 lies in a plane at right angles to that of the track way and has connected to the outer end thereofa vertical arm 15, While slidably disposedup'on the inner end of the rod is counterweight 16 designed to be held in any desired adjusted position by means of a setscrew 17 carried thereby and adapted to bind against the adjacentpart of the rod. In the caution and clear positions of the signal blade, as indicated by the dotted lines in Fig. 1, the outer endof the rod 12 is in an up position and out of the path of movement of the handle 6 of the valve 5 controlling thetrain'line air pipe, while whenthe signal blade or arm is moved to the danger position the rod 12 is thrown to a position at right angles to the standard and the arm 15 carried thereby in the path Of movement of the handle 6 of the train .line air pipe controlling valve, the counterweight 16 holding the rod 12 in an inoperative position in the clear and caution p'osi-- tions of the semaphore arm, while by means of a cord 18 or other suitable flexible elenent connecting the inner end of the rod 12 with the free end ofthe semaphore blade, the rod is moved to an operative position when the blade is thrown to danger.

the authorities to determine when the en gineer has permitted his. train. to pass a signal set at danger.

From the above description taken inconnection with the form of apparatiis illu's trated in Figs. 1 to 5, inclusive, theconstruction and mode of operation will be readily apparent.

Assuming the semaphore blade to be set at danger as illustrated in Fig. 2 and the rod 12 in operative position, that is to say, at right angles to the standard G and a train is approaching the signals, it will be seen that should the engineer neglect to read the signal, the arm 15 will be contacted by the han- V dle 6 of the valve 5, whereby the latter will. befopen'edjo vent the train line air. pipe thereby effecting an application of the brakes to the wheels so that the train will be brought to a stand-still before entering the danger zone. Should'a train be stalled with in the protective track area, the latter being determined by the distance between the signals, and the engineer of such stalled train desire the assistance of a train, approaching the block or protected area of track, the engineer of the approaching train may by manipulating the valve 11 cut 05 communication between thetrain line air pipe and the atmosphere and subsequently operate the rod 8 to move the valve handle 6 and so open the valve thereby throwing the valve handle out ofthe way of the arm 15 on the rod 12. Thus the train may enter the protected track area against the signal, without having the activeposition only when the signal blade is I at danger;- Thus a rigid or fixed, connection between the signal blade and the rod 12 l and the disadvantages inherentin such a connection "are avoided.

Fig. 6' discloses a modified construction of the signal controlled portion of the stopping apparatus. In this figu al have illustrated the respective portions of my invention as operable from a semaphore or signal blade 7 movablein the upper quadrant,"1n contradistinction to a signal blade movable in the lower quadrant as disclosedin Figs; 1 to 5,

inclusive. In this case the signal blade 1 is in theform. of a three-position signal inovable in the upper quadrant "and the flexible connection 18 between the signal and semaphore blade 1 and the rod 12 is passed over a sheave 22 jo'urnaled in the yoked end of a bracket 23 suitably eonn'e'cted to the sig ai standard C at a point below the rodil2.

Thus vwhenthe signal blade is in clear or caution posltlon, the arm 12 is held positivelyagainst movement to operative posltion, while, on the contrary, when the signal blade assumes the danger position, the arm 12 moves to an operative position, that is to say, to a position to dispose the arm 15 in the path of movement of the valve handle 6.

The counterweightyltd in this instance is. utilized as a counterbalance to compensate for the differences inthe distances'between thefuIcrn'm point of the rod 12 and the outer end thereof and betweensuch point and the inner end. i

From the, above description taken in 'c'cinnection with the accompanyingdrawings, the construction, operat on and manner of employing my invention will be readily apparent. It will be seen that I have provided a train stopping apparatus which is entirely automatic in action and which may be tenclaims Without departing from the spirit of r the invention.

' I claim:

i In automatic trainstopping apparatus, the

combination with the train linealr pipe of the brake system, of a valve connectedvin said pipe andadapted When open to bleed M anoperat the same, a'handle on said valve,

have shown'and described ing rod having one the locomotive cab, a handle on the cab end of said rod within the reach of the engineer whereby said rod mayxbe actuated to open a second valve'connectsaid valve manually,

edin said plpe and operable to cut off communication between the train line air pipe and the atmosphere when the first valve 1s a open,

the latter, adapted to be contacted by said last means to toma'tically.

In testimony whereof I afiiX my signature in presence of tvvowitnesses.

Witnesses: v

Josnrrr F. LEAHY, ARTHUR L. VANDERLIP.

Copies of this patent may be obtained for five cents each; by addressing the Commissioner 'of latents,

Washington, D. G.

extremity connected to a said handle and passed through the wall of meansoperable automatically to en gage the handle of said first valve to open H and means on said handle and a V 35 s indicate that the valve has been openedaw I WILLIAM F. PURoEL 

